Combined bolster and draft-rigging.



2 SHEETS-SHEET l.

Patented Jan. 19, 1909.

W. H. SCOTT.

COMBINED BOLSTER AND DRAFT RIGGING.

APPLIoATIoN FILED H1B.11. 1907.

@zag- W. H. SCOTT. Y GOMBINED BOLSTBR AND DRAFT RIGGING.

APPLICATION FILED FEB. 11.1907.

Patented Jan. 19, 1909.

2 SHEETS-SHEET 2.

entre@ srl/eras rarnnr erstes.

WILLIAM H. SCOTT, OF MAPLEWOOD, MISSOURI, ASSIGNOR TO DONALD R.

OF ST. LOUIS, MISSOURI.

NIEDERLANDER,

COMBINED BOLSTER AND DRAFT-RGGING.

Patented Jan. 19, 1909. Serial No. 356,753.

To all whom it 'may concern:

Be it known that I, VILLIAM Il'. citizen of the United States of America, residing in Maplewood, in the county of St. Louis and State of Missouri, have invented certain new and useful Improvements in a Combined Bolster and Draft-Rigging, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.

My invention relates to a combined bolster and draft rigging in which the bolster is provided with a separable member in order that the draft rigging may be'readily introduced and removed therefrom without disturbing any other part of the car with which the appliances are associated and also in which the draft rigging' is provided with spring controlled friction members and part of which have frictionalbearing against the bolster.

The principal objects of my invention are:

irst, to provide a construction of bolster whereby the transversely movable friction members of a draft rigging of the character named are caused to operate directly in conjunction with the bolster in` order that the force exerted by said members in their transverse movement will be received dirccly by, and applied to, the bolster in a direction longitudinally thereof. Second, a construction whereby members of the bolster servo to receive a frictional contact of members associated with the transversely movable friction members of the rigging, thereby inc ing the frictional action during the operation of the rigging.

In order that my invention may be 'fully understoodA I Ywill proceed to describe reference to the accompanying drawing7 which Figure I is in part a Vtop or plan vic-w of my rigging and in part a horizontal section ofthe bolster. Fig. II is a longitudinal vertical section taken on line II-II, I, Fig. III is a vertical cross section taken on irregular line III-ITI, Fig. I. IV is a sideelevation of the draw har at the point of connection between the shank of the car coupler andthe connection members tltted thereto. Fig. V is a horizontal section taken through the bolster and illustrating a modi- Itication. Fig. VI is a scc-tion taken longitu- Soor'r, a

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dinally through the central part o'l" thogbolit with ster and transversely through the draftrigging.

l l designates thebody of my bolster which, as herein shown, is of I-bcam form and has, the central longitudinal web 2. ster is provided with a transverse and extended centrally located recess 3 that is open at the lower side of thc bolster and is adapted to be closed by a detachable corresponding-ly is provided at its lower side with a center bearing 5 adapted to seat upon a corresponding bearing at the upper side ofthe truck bolster and at its upper side with parallel slides 5. detachable in order that the draft ,rigging to be hereinafter described may be readily inserted into the bolster and be moved therefrom.

The bolextended compression plate et which The compression plate Il is made G designates extended webs located transand their faces are chulos the car coupler shank .l provided at its rear end with an enlargement 10, a'pair ot channel shaped connecting bars l1 riveted or otherwise suitably secured together and having hook-shaped ends riveted or otherwise secured to thc enlargement of the shank El and a loop l2 having hook shaped ends which are riveted or otherwise suitably secured to the` connecting bars. The object in so constructing the draw bar is to lengthen said bar sullicicntly lor it to reach the body bolster of a railway car when applied thereto, this being accomplished by thc introduction of the bars 1l, which are virtually splice bars, between the coupler shank and loop of the draw bar.

13 designates a 'follower block that is lo-4 cated within the forward end ol the draw,y bar loop.

let designates a block that occupies a position between olliset ends of the bars 11 of the draw bar which are s read apart to. permit the locating ot said locli: between them, the connecting' bars being bent abruptly at the forward end of the block fot' the purpose of affording shoulders against connectiie;

which the block bears in order that resistv parallel slides l frictiona block move ance urelative to the loop may be offered longitudinally of the draw bar. The fastening means that unite the ends of the draw bar loop to the connecting bars 11 pass through the block 14 and consequently all of said parts are very strongly united.

15 designates a rear friction block having forwardly projecting side wings 15a and that is located within the loop of the draw bar and occupies a position between the transverse webs of the bolster and has its rear face arranged in opposition to the stop lugS said webs. This friction block `has a V- shaped forward end that enables the blocl: to perform an office to be hereinafter mentioned. 16 is a forward friction block that is located within the loop of the draw bar and has a V-shaped rear end that faces the V-shaped forward end of the rear friction block 15. Between the forward friction bloclr and the follower plate 13 are springs 17 that bear against said members.

18 designates a air of transverse friction blocks which are ocated between the rear and forward friction blocks 15 and 16 of the draft rigging and which are provided at their front and rear ends with inclined faces that bear against the faces of the V -shaped ends of said rear and forward blocks, thereby providing for the action of the V-shaped ends of the rear and -forward blocks to spread the transverse friction blocks in a direction transversely of the draw bar and longitudinally of the bolster.

19 is a rod that passes transversely through the two transverse friction blocks 4and is surrounded by `springs 20 located between the transverse friction blocks and the transverse webs 6 of the bolster.

21 are side friction plates slidable on the and adapted to `travel thereon and which are loosely mounted upon the rod 19 and are interposed between the outer Qnds of the springs 2O and thc transverse webs 6 of the bolster, the said friction plates 21 being designed to ride in frictional contact with said transverse webs'as will hereinafter appear.. l

In the practical use-of my bolster and rigging the draw bar in moving rearwardly acts to impart a rearward movement to the follower block 13 with the result of coinpressing the springs 17 between said follower block and the forward friction block 16. As the spring is compressed the rearward movement of the forward friction block is resisted by the spring controlled transverse friction blocks 1S. 'Upon the forward movement-of the draw bar its loop causes the rear friction block 15 to be moved forwardly and during tile initial movementof these parts the transverse friction blocks, thezparts ncarried vtheeby and the forward i i.; a forward direction with the result of causing the springs 17 to be compressed between the forward friction bloeit and the follower block 13. When the force applied to the rigging is sufficient t0 compress or approximately compress the springs 17 in either the rear or forward movement of the draw'bar the forward or rear friction block 1G or 15, according to the direction in which the draw bar is moving, act against the transverse friction blocks with the result of causing said transverse friction blocks to be spread apart 'under the inlluence of they forward and rear friction blocks. The springs bearing against `said transverse friction blocks are therefore acted upon, whereby they are caused to exert force against the friction plates 21 mounted lloosely upon the rod 19, and said friction plates are forced firmly into bearing against the transverse webs of the bolster with the result of causing a frictional action between said parts to constitute afriction brake resistance against the movement of the draw bar supplemental to the resistance offered by the springs and other frictional parts of the rigjng. All of the strain that is imposed upon the bolster during the thrust of the transversely moving parts of the rigging is directed longitudinally of the bolster and as the bolster can the more capably resist thrust applied in such direction, the construction is an important one. This is -particularly true in the use of a bolster having a web extending longitudinally thereof and against which the thrust of the transversely moving members of the rigging is directed.

in Figs. V and V1 1 have shown-a'modification in which the transverse webs 6 of the bolster are made separate from the body of the bolster and suitably secured to said body, for instance, by the use of rivets. The webs in this modificationcorrespond to the transverse webs in the constructionpreviously described and the remainder of the bolster and the draft rigging-arc of the same construction as thatpreviously described.

My bolster is of such construction that it is of Value in the use of any draft rigging in which transversely movable members are utiliz/,ed for the reason that any force that may be delivered outwardly from the transversely movable members of the rigging is directed longitudinally of the bolster and very elfeetually resisted, due to the direction of the thrust relative to tho bolster. I am Y aware that draft riggings of the kind named have been mounted between the draft sills or center sills ol' railway cars and desire to call attention in this connection to the fact that l .any force delivered from Athe transversely movable nuzmbers of the rigging is delivered transversely of the draft sills or center sills which are in many eases inefficient to resist the force applied to them, due to the direcl'ion in which said force is applied.

'Ilm r'mnlpinnlion of u bolster having as integral paris llwrvul' webs extending trans .wrh'vlv nl llrc lmlslcr parallel with each 5 other, spurl-.1l apart unil projecting laterally lwynml llic sillas 0l' Illu bolster, the Webs being provdml nt lllc innvr luces of their end stop lugs; and `u.

porimm will: opposing draft. rigging lrx'ulml bvLwc-cn sniil webs and having follnwr- :ulsxptcd tn engage sind 10 stop lugs, substantially :is svi lmlli.

WILLIAM ll. SCOTT;

In presencu of BLANCHE Humm, E. S. Kmulrr. 

